Puncturing the Hydrogen Fuel Myth

In Fiscal Year 2008, the Bush administration will spend over $200 million on hydrogen fuel, touting it as "a key component of the President's clean air and climate change strategies." In an article published this winter that I happened to stumble across now, energy policy wonk Robert Zubrin painstakingly spells out the scientific, economic and logistical disaster that is hydrogen fuel:

So if we put aside the spectacularly improbable prospect of fueling our planet with extraterrestrial hydrogen imports, the only way to get free hydrogen on Earth is to make it. The trouble is that making hydrogen requires more energy than the hydrogen so produced can provide. Hydrogen, therefore, is not a source of energy. It simply is a carrier of energy. And it is, as we shall see, an extremely poor one. [...]

Dispensed in compressed gas cylinders to retail customers, the current price of commercial grade hydrogen is about $100 per kilogram. For comparison, a kilogram of hydrogen contains about the same amount of energy as a gallon of gasoline. This means that even if hydrogen cars were available and hydrogen stations existed to fuel them, no one with the power to choose otherwise would ever buy such vehicles. This fact alone makes the hydrogen economy a non-starter in a free society.

And even if you are among those willing to sacrifice freedom and economic rationality for the sake of the environment, and therefore prefer hydrogen for its advertised benefit of reduced carbon dioxide emissions, think again. Because hydrogen is actually made by reforming hydrocarbons, its use as fuel would not reduce greenhouse gas emissions at all. In fact, it would greatly increase them.

Only when we abandon these blue-sky hydrogen hopes, says Zubrin, can we form a sustainable fuel policy (and, in one fell swoop, fix one of the most bitter fights of the global economy).

Fortunately, on this front, there is good news, if only we have the will to be serious. Ethanol and methanol are practical liquid fuels that can be handled by the existing fuel distribution infrastructure and produced at prices roughly competitive with gasoline. [...]

What is needed is government action to break the vertical monopoly on the automobile fuel supply currently held by the petroleum cartel. This could most efficiently be done simply by mandating that all new cars—whether of foreign or domestic manufacture—sold in the United
States be “flex-fueled.” Such cars, which can run on any mixture of alcohol or gasoline, are currently being produced in the United States for little more (typically an extra $100 to $200) than the same vehicles in non-flex-fueled form. But they only command about 3 percent of the market, because there are so few high-alcohol gas pumps to serve them. Conversely, the reason why there are few high-alcohol pumps is because there are not enough flex-fuel cars on the road to warrant them. If you own a fuel station with three pumps, you are not going to waste one distributing a type of fuel that only 3 percent of cars can use.

Yet within three years of a flex-fuel mandate, there would be at least
50 million cars on the road in the United States capable of using high-alcohol fuel, and at least an equal number overseas. This would be a sufficient market to create a widespread network of high-alcohol fuel pumps. Moreover, this dramatically increased demand for alcohol fuels would greatly exceed the supply capacity of American corn-ethanol producers, which means that we could drop our current tariffs against
Latin American sugar-ethanol. A similar circumstance would pertain in
Europe and Japan, enabling the elimination of their protectionist measures against Third World agricultural imports. This would solve the problem of trade barriers against farm products that scuttled the recent Doha round of international trade talks, thus benefiting rich and poor nations alike.

The Hydrogen Hoax [The New Atlantis]
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Image: Department of Energy*